Valve gear for internal-combustion engines



Nov. 6, 1928. 1,690,222

C. W. FOERTSCH VALVE GEAR FOR INTERNAL G'OMBUSTION ENGINES Filed May 5. 1922 I5 Sheets-Sheet, l

l N V E NTO R Char/e19 Wierfsofi TELL-+1- ATTORNEYA i BY 1 INVENTOR Char/e9 WF/M g B ATTORNEYS 5 Sheets-Sheet 2 C W FOERTSCH VALVE GEAR FOR INTERNAL COMBUS'TION ENGINES Nov. 6, 1928.

Nov. 6, 1928.

c. w. FoERTsgH VALVE GEAR FOR INTERNAL COMBUSTION ENGINES Filed May 5. 1922 3 Sheets-Sheet BY Mm I ATTORNEYS I I rllllL u T I 1 3 5 WQ \RN QQQ v Patented Nov. 6, 1928.

w. FoEa'rscn, or BROOKLYN,

PATENT OFFICE,

NEW YORK, ASSIGNGR' or ONEQHALF' TO CLARENCE Ria'nownmo, OFNEW YORK, NI Y:

VAIiVE GEAR FOR INTERNAL-COMBUSTION" ENGINES.

Application filed ma a,

The present invention relates to improvemerits in internal combustion engines, and is more especially directed to mechanism for actuating the intake and exhaust valves in suchengines. f y

It is well known that in internal combustion engines,,such as employed in motor veliicle constructiong 'there are three-general ty es which are known asthe T-head motor,

L-liead motor and I-head motor, In all of these types of engines, the valves are actuated by means of camsinounted on cam shaftsliaving bearings in the crank cases of the motors, the number of cams employed varying according tothe' type of the motor. For. instance, inthe T head' type of motor, the exhaust valves are on one side of the engine,

While the intake valves are on the opposite" side thereof. Consequently, two cam shafts are used in this construction, one for each set of valves. Inother types ofmotors, one cam shaft is employed-Which carries cams corresponding in number totlie valvesto be actuated thereby. In, all existing types of engines of the class described, the cams used for actuating'the valve increase with the niultiplication ofengine cylinders, and each increase obviously entails additional expense in cam shafts andth cams, so that theywill 59 the construction ofthe motor and likewise adds to the number ofparts which require attention in adjustment and replacement from time to timeto obtain the highest efficiency of engine'performance. i

In practice, the presenteng'in'e structures, referring specificallyto the valve gear or valve actuatinginechanism, require frequent adjustment of the valves to obtain accurate timing to compensate for the wear of the cams,and, in those instances where the wear has. been excessive, the camshaftsmust be removed and new shafts substituted therefor. This replacement is not only alab'orious' task, but requi es highly skilled mechanicsor' engineers who are familiar with the principles of operation of the valve gear or valve actuatingmechanism and the method of timing or synchronizingthe functioning of'the valve with the piston travel. 7

Another objection to the incorporation of the cam shafts in the crankcases of theinotors is the increase in bulk or size and weight ofthe motor as awhole, and also in the pro vision of means for properly lubricatingthe function with a minimum of wear.

19221 seriarnb, 558,249.

In some forms of motors, suclr as employed@ in aircraft and hydroplane construction the cam shafts are overhead, that is to say, they are carried on the top of the engine-head ;.but,

in such structures, the prevailingpractice of engine construction is resorted to, and acami: is provided for each valve. The overhead cam shaft structure is open to the same objections as to wear and adjustment as that which is embodied in the more'generally used crank case mounting; a

One of the important" objects of the ent invention is to reduce the? costof con-- structionof internal combustion" engines by eliminating the'camishaft of the present type,

and brovide for the actuation of alll of'the'i' intake and exhaust valves 'by a single cam.

Another object of my invention' is toob'viate the necessity for-fi-equent adjustmentsof the valve actuating mechanism, and minimize the wear so asto produce a more'quietly functioning valve gear than is'at present obtainable, and at the same time permit; ofi the makingof adjustments when necessary'in an expeditious and economical 'manner;

My invention also contemplates a va1ve gear or valve actuating mechanism for in ternal combustion engines-Which may. readily be emb'odiedin engines having valvei-actuating niech'anism ofthe types: now generally in use, or which maybeincorporated in new engine structures without materially changingtheir design;

' In carrying my invention into-practice, I have also simplified the methods of driving the cam by means of which the valvesare ac t 'uat ed, and-'1 employsuch drii' i'n'g means for operating the distributor or timer through tlre' mediumof which an electric sparkis generated in the respective cylinders-to ignite the combustible mixture therein and produce the power stroke of thepiston; i

As the description of my invention proceeds, it will be noted that I have' devised a compact and positively operating valve mechanism which permits of a wider range of valve adjustment so that thetiming of the valves may be more accurately carried out than is possible in present typesot valveao tuating mechanisms, thus improving. the

pick-up or acceleration of the" motor and LII Other ad vantages and objects of my invention will present themselves as I proceed with the tilescription. and I would have it understood that- I reserve to myself all rights to the full range of equivalents both in structure and uses to which I may be entitled under my invention in its broadest aspect.

For the purposes of the present disclosure, I have elected to illustrate and describe certain preferred embodiments of my invention as applied to a four-cycle four-cylinder internal combustion engine of the type employed in motor vehicle construction. Obviously, my invention is applicable to an engine having a. greater or lesser number of cylinders. and is also susceptible of incorporation in engines of the so-called V-type.

In the accompanying drawings, Figure l is a longitudinal section in elevation of a fourcycle four-cylinder internal combustion engine embodying my improved valve gear or valve actuating mechanism;

Fig. 2 is a diagrammatic top plan view of the valve actuating mechanism shown in Fig. 1; I

F 3 is an enlarged sectional detail of a portion of the structure shown in Fig. 1. illustrating the cooperative relation of the cam and valve rods;

Fig. 4 is a front elevation of the cam and valve rod guides taken on the line 4t-4 of Fig. 3;

Fig. 5 is a sectional elevation of the rocker arm mounting and cooperating parts for one pair of valves viewed from the line 5-5 of Fi 1;

Fig. 6 is a detail view of the cam follower carriage shown in Figs. 2 to 4 inclusive;

Fig. 7 is a sectional elevation of a modified form of my invention such as may be employcd in the construction of motors in which the valves are not of the overhead type;

Fig. 8 is a (.liagrammatic view of the layout of the valve actuating mechanism shown in Fig. 6: and

Fig. 9 is a detail of the cam shown in Figs. 6 and 7.

Referring now to the drawings in detail. in which like characters of reference are employed to designate similar parts throughout the several views. and more specifically to the structure illustrated in Figs. 1 to 6. inclusive, 7 indicates the cylinder block of a four-cycle four-cylinder engine and 8 the crank shaft to which the pistons 9 are connected by the usual connecting rods 10. The block 7 has removably secured thereto a head 11 which is alter-jacketed at 12 and contains the conventional inlet and exhaust ports 13 and 14 respectively. communicating with the valve openings in the combustion chambers of the respective cylinder. 4

The valves shown are of the usual poppet type which are adapted to cooperate with the valve seats provided in the valve openings to close or seal the combustion chamber in the customary manner.

In order to facilitate the description of the construction and operation of my invention, I shall describe the layout of the valve mounting and actuating means with particular reference to the first cylinder of the engine, as shown in Fig. 3, it being understood, of course. that the description of the structure with reference to the first cylinder applies to the remaining cylinders of the engine except as to the timing or sequence of operation of the valves.

The inlet valve is indicated at 15 and the e):- haust valve at 16. These valves are provided with the usual stems l7 and 18 which are adapted to reciprocate within the valve guides 19 and 20, respectively. The guides may be cast integral with the head ll. or they may be removahly mounted thereon in any suitable manner to facilitate replacement when worn. The usual expansion coil springs El and 22 are supported on the valve guides 15.) and 20. one end of each spring bearing on the base of the guide, while the other end abuts against a washer 23 which is interposed betwecn the spring and a retaining pin ll carried by the stem of the valve. It is obvious. by this arrangement. that the tendency of the springs to expand will insure seating of the valves.

Preferably offset from the longitudinal line of location of the valve guides 1.) and 20 on the head 11, and parallel thereto. I provide a bracket 25 centered on a line transverse of said head and equidistant from each of said valve guides 19 and 20. This ln'acket. similarly to the guides 19 and 20, may be cast, integral with the head or dctachably mounted thereon.

At the front end of the engine. preferably cast integral with the head ll. 1 provide a housing :26 apertured to receive a bushing 27 which forms a hearing or mounting for a shaftQS. Keyed at 30 to the inner end of said shaft is a cam .29 having :1 preferably intcgrally formed cone 4 adapted to cooperate with the ball-l'icaring 40. the cam being held against longitudinal movement of the shaft by a lock-washer 31. and a nut 22. (in the outer end of the shaft 28. I mount thc usual traveling contact. 33 of the timer ill. the hub of the contact arm being positively connected to said shaft by means of a lock-washer 35 and a nut 36. the latter of which is held against rotation by a pin 37. Inwardly of the timer. I locate a sprocket. 38 which is keyed to said shaft. as shown at. 39. whereby the shaft may be driven by means of a chain or the like. as hereinafter described. This sprocket 38. similarly to the cam fill), has a preferably integrally formed cone 41 adapted to cooperate with the hall-bearing 41.

It will he observed that the ends of the bushing 27 are enlarged to receive the said loo ball vorithrust-bearings 40 an'd"4"1, the inner peripheries ofthe races or cups of which surround the collar 42 which is pinne'dt'o' the horizontal portions.

shaft at 42* and forms a stop or'spacer to limit the adjustment of "the bearings with respect to'the cones 40 and 41' of the cam 29 and the sprocket 38, respectively.

Pivotally mounted atv 43 on the bracket 25 is a lei'er 454 provided with a pin 4L5 adjacent toits upper end, on one end of which is mountedla roller 46. This roller 46 isadapted to contact with the members 47 and 48 of therocker arms49an'd: 50 which are pivoted tothe bracket25, as shown at 51 and 52, said rocker arms havingadjustment screws 53 and 54located at the outer ends of their normally Mounted for reciprocatory movement within the housing 26 is a member 55 forming a carriage for the cam followers 63' and 64, which rotate on thepins 65 and are'alternatelfl en a ed by the active and" inactive cam surfaces on the opposite faces of the cam 29 as the latter revolves with theshaft 28. These members 55 correspond in numher to the cylinders of the engine, one to each pair of valves. Int-hepresent' showingof a four cylinder motor, the cam follower carriages are four in number and are preferably located, as shown 1n F1gure4, diametri- 55 by means offa lock nut6l.

The link 62 has a hearing within an aper= ture 120 in the cover plate 121 securedtothe housing26-by means of'screws or bolts 122 and in cooperation with said extension or projection. 55 ofthe member or carriage 55 serves to maintainthe cam" follower carriage in its proper relaticn tothe neripherywof'the cam and guidethesame in its reciprocatory movement so astomsure' positive contact= between the active-cam surfaces and-the periphe'ries' of the camfollowers.

Connected at one end to the clevis 62 of L the link62, by meansof'a pin66 is a'valve' rod 661 The other end, of this valve rod 66 l a is preferably enlarged an'd'suitably apertured fOYIDOllIltlIlfI on thepin45 which carries the i roller 46, the rodend beingheld against movement "longitudinallyoffsaid pin by=means of' the usual cooperating-washers and cotter-e pins 67 and 68. r

In Figs. 1 and"3,it will'be observed that" the pistongin the firstcvlinder is on its exhaust stroke, while'that in'thethirdlisonthe intake strokez Consequently, the exhaust valve inthefirst cylinder and the intake valve in the third cylinder are open:

The

opening of the exhaustvalve in the first cyl inderis effected by the reciprocatory move mentxof'the valve rod' for thelirst cylinder towardthe front of the engine, this being brought about by the rollercam followent'o which such rod is connected coming in contact with the'active surface-on the front face of the cam. The resultant movement of'this valve rod rocks the lever 44 on its pivot43, and causes the roller 46 to bearagainst-the member 47 of therockerarm 49and rock said arm on its fulcrum 51, thereby depressingthe 1 valve ste1nl8by the engagementofthe adjustment screw 53Hvith theiupper endthereof. V

Simultaneously, the valverod 66 leadingito the third cylinder of the engine is reciprocatedor moved in the opposite direction by one of the roller cam followers 63 connected thereto becoming engaged bythe act ive surface of the rear face of the: cam 29-. The rocker arm for the intake valve-of thethird cylinder in thusoscillated a on itsvfulcrum through the movement ofcthe arm 44' on its pivot 46 to bring the roller 46into engagement wlth the upright-portion of said arms In carrying my invention intoeffect, it will be notedthat Iemploy four valve rods 66, one for each. cylinder, which must'necessarily be ofdiflerent lengths If desired, the longer rods,those leading to cylinders 3 and 4, for instance,-may be" supported between their valve and cam ends by' any suitable means,

such as a bracket or: the like, within which they may have free longitudinal moveme1it;

In the present showing, theasprocket 38' is driven by'a chain 70traveling on the-sprocket 71' keyed tot-hecranltshaftfi. This chain 70 may also drive the fan 72 by traversing the sprocket =73 carried by'the inner end of the fan shaft 74-. It will bevseen that, by this means," the'fan', timer andcam are drivenby a singlechainwhich materially reduces the cost of construction; facilitates adjustment for wear, and insures' positive synchronism ofthe val ve actuating mechanism and the ignition unit; i

The timerorcommutatoril is housed Within the slip cover34which is spring seated withinthe recess? 5 inthe front cover plate 76 of the housing within which: the driving, chain 70 travels, said plate cooperatingv with the forwardly projecting flange26 provided on the housing 26.- The valve'gear,bey(md the housing 26; .is pnot'ected by a: cover plate 77 which fits-upon thehousing 26at its front end and is adapted to bezbolted or otherwise fastened tothe engine head as shown at 7 8; By housing the valve gear iii-this manner, it is protected against the accumulationof grit or dirt, and any noiselwhichmay result from the functioning of the @va'lve. gear is effectively silenced. To lubricate; the; valve; geaitgt-he cover plate 77 may be removed and a suitable lubricating medium applied to the rocker arms and their cooperating parts in the usual manner. The cam and other parts of the valve actuating mechanism contained within the housing 26 may be lubricated by any suitable medium injected through the opening 123 in the top of the housing 26 which is closed by the screw plug 124. To prevent the passage of the lubricant contained within the housing through the apertures "ithin which the links (32 re iprocate, l. have found it expedient. to provide the usual felt retaining washers 125, although any other suitable packing ma v be used.

In Figs. 7 to 9, inclusive. 1 have illustrated a modified embodiment of my invention as employed in connection with a motor of the L-head or T-hcad type. in which the valve stems lie in a plane parallel to the sides of the cylinder block. In this layout. the cam shaft 80 is disposed in a vertical plane. and is driven from the crank shaft 8 by the worm 81 keyed to the crank shaft and meshing with the helical gear 82 keyed to the lower end of said cam shaft 89. The cam shaft 80 has hearings in the base 83 and head il of the cam cage 85.

It will be noted that the wall of the said cage is formed with elongated slots or apertures to provide bearings and guides for the levers 86, these levers extending through the base and head of the cam cage, for which purpose apertures are provided in said base and head in alignment with the slots 85 in the wall of said cage. The cam is of the cylindrical type and is preferably formed of two parts indicated at 87 and 88, these members being held in assembled. relation on the ram shaft 89, and within the cage, by means of the spacer 89 and the bushing 90, within which the cam shaft 80 is journaled. The (am cage 35 is rcmovably supported within a housing 91, which has an inturned flange 92 at its base to form a support for the base of the cam cage 83.

In proximity to the upper end of said housing 9.1. 1 form ears or abutments 91" which are arranged in pairs to form mountings for the bell crank levers 92. these levers oeing fulcrumed at 93. The inner ends of the. bell crank levers 92 (those normally within the cage) are pivotally connected at. 9t to the upper ends of the levers R6. while the outer extremities of said levers have a pivotal connection 95 with the valve rods 96. Positioned upon the flange for supporting the crank case are l'n'ackets 97 which may be cast integral therewith or detachably secured thereto in any suitable manner. upon which the rocker arms 98 and 99 are fulcrumed.

The rocker arms 98 and 99. which may be of the configuration shown. are mounted on a pin 100 projecting laterally from the upper end of the bracket 97. In order to obtain proper alignmentof the rocker arms 98 and 99 with relation to each other and to the valve stems 191 and 102, .l. have found it expedient to undercut the cooperating bearing surfaces of said arms, as shown at 193 in Fig. 8, so as to form an interlocking joint. This construction. materially inereas-res the. bearing surface of the arms on the pin 100 and consequently adds to the durability of the struclure.

Similarly to the structure shown in Figs. 1 to (5, im:lu,-:ivc. one valve rod serves to actuate both rocker arms of each pair. This is accomplished by the formation of a semiannular recess l ll in the abutting surfaces of the dependent portions of each pair of arms which, when the arms are at rest, register to form an annular opening for the reception of the pin 195 carried by the socket end 96 of the valve rod 9K3.

It will be noted that the cam formed by the members 87 and S8 is provided with projecting flanges at the upper and lower ends thereof. the opposite faces of which are formed with the active and inactive surfaces, by means of which the respective valves are opened at the proper time. The actuation of the valves is etl'ected by the reciprocation of the levers 86 as the cam revolves and the cam followers 196 ride upon the cam surfaces. The moven'ient of the lovers 86 rock the bell crank levers 92 on their fulcrum points 93 whereby the rods 96 are reciprocated. Viewing the right; hand of Fig. 7. it will be observed that the rockcr arm 98 is in the position of raising or lifting the valve stem 102. This is accomplished by the upward movement of the lever 89 as the roller connctaed to said lever is brought into contact with the active portion of the cam formed on the lower flange 88. This upward movement. of the lever 86, through the medium of the bell crank connection, exerts a pull upon the valve rod 96, and the pin carried by the socket 96 of said rod being in engagement with the semi-annula r recess 101' in the rocker arm 98. rocks the latter on its pivot and etl'ects the lifting of the valve stem 192 which is normally held in contact therewith by the usual valve springs not, shown. As the cam continues to rotate. it. will be manifest that the same cam follower roller will be engaged by the active cam surface on the flange 37. whereby the lever 86 will he moved down-- wardly so that the valve rod 96, which, following the return of the valve to its normal position of rest, will oscillate the rocker arm 99 through the engagement of the pin 105 with the sen'1iannular recess ltl-t in said rocker arm. The same sequence of operation of the valve rods is carried out for the actuation of the valves for each cylinder. In other words, one valve of each pair is actuated by the movement of the valve rod toward the front of the engine, while the other till ders, I have found it good practice to locate allot the valve rodsin the-samehorizontal p lane, the socket endsthereot, Which are=connected to the rocker armsfbeing offset from the respective body portionsot'the rods so as toca'rry out this method oflocation'. "In the structure illustrated in Figs. 1 to 6, inclusive,

however, it will be seen that the Va-lverods for the first and third cylinders and those for the second and fourth cylinders'are indifferent horizontalplanes, owing to the formation of the cam and the position'inl which it functions. Gonsequently, the levers 44 which are pivoted to "the brackets on t-he second and-fourth cylinders :are of substan- 'tially greater lengththant he levers which are pivoted to the brackets of the first and third cylinders.

levers 44 for the: second and'iourth cylinders The lengthening of the is rendered necessary in order to ailiord a means ofconnectingthe valve rods 66thereto, themethod of connection beingsimilar to thatdescribed with reference tothe specific structure of Fig. 3.

Referring again to' Fig. 7, the movable or iotating contact 1110 ofthe commutatoror timer 111 is keyed orfixedto the cam shaft 80 so "that'theactuationof the valves and the functioning of the commutator or timer may be synchronizedtooccur atthe; proper intervals during the operation ofthe engine. [The timer or commutatorll l isprotected by a cover-plate 112 mounted in "the recessed portion at the top otthehousing 91 and is held.

in position by the usual spring clip 113.

In the structure shown in Fig. 1,thefiring 'openingmeans in their proper sequence.

order of the cylinders is l', 2,4, 3, and, as the cam'travelsiat one-half thegcrank shaft speed,

it will be obvious'that in practicing my'invention," as shownfimFigs. 1 tot, inclusive, or,

as illustrated in the remaining figures, I

will requirea cam layout which will actuate the inlet and exhaust valves in theirproper sequence during the operation of theuengine.

The layout of thecam surfacesmay befobtained by any of the formulasco'niorming to he established practiceof the automotive en gmeering industry. r

While I have described my inventionwith reference to a four-cylinderengine or motor,

it is obviousthat my valve gear or valve actuating mechanism will perform with equal efiiciency on engines having a greater or lesser number of cylinders. In V-type motors, for instance, the cam may be mounted between the blocks, the construction and arrangement of the cooperating parts being similar to that shown in Fig. 7, or, if preferred, an

- claiinas-new and Patent, 1s: a e

overhead valve gear layout of the type shown in Fig.1 may be employed. it is manifest that such changes 111/mechanical adetailssas may vbe ne'cessa'r-y to permitoil the use of my invention in the aforesaid ways come within the spirit'and scope oi my invention which is broadly directed to a valve gear orvalve -actuating n iechanism'iin which all of the positively and separately controlling the openmgof-the inlet andexhaust valves of each of said cylinders and a cam having its operating facesubstantial'ly in a planeperpendicrilar to the axis of rotationo'f theengine crankshaft for timing the i'unctioni-ng of all of sai'delementsQ a {A multi-cylinder internal combustion engineha'ving separate inlet and exhaust valves in each cylinder, a cam having its operating 'lface substantially in a'planelperpen V dicular to the axis ofrotation ofthe engine crankshaft and means for actuatingal'l of said valves from said'cam, said means including a plurality of reciprocating elements, each ofwhich is connected to separately control the actuation of the inletand exhai'ist predetermined one of "said .cylin valves of a 3; In a valve gear for multicylinder internal combustion engines, the combination of yield-ablemeans for seating-the inlet andexhaust valves of a plurality of said cylinders,

means for positively opening said'valves, and

a cam having its opei'ating face disposed substantially in a plane perpendicular to the axis of rotation of the engine crank shaftior controlling the functioning of said valve *4. Ina multi-cylinderinternal combustion engine hav ng inlet and exhaust valves In each cylinder, thecombination of means for actuating all of said valvesjlncluding a cam, fhavlng its opera'tlng face disposed substantially in'a plane *perpendicula-rto the axis theopening otthe inlet ai'id exhaust valves of a predetermined one of said cylinders.

"5. 'In a multi-cylinder internal com'bustidn engine having inlet and exhaust -valves {in each cylinder, the combination offa cam,ihavngits operating face disposed substantially in a plane perpendicular to the axis of rota tion of the engine crank shaft, a plurality of rocker arms cooperatively associated with the stems of said valves, reciprocating elements H5 of rotation of 'theengine crank shaft, said means also including a plurality of rotatable and' rec'iprocat-ing elements cooperatively as sociated with said cam, each of'the reciproeating elements dually functioningto control adapted to be actuated by the rotation of said cam and means carried by said elements to engage said rocker arms to open the inlet and exhaust valves of a predetermined one of said cylinders in synchronism with the intake and exhaust cycles of the engine.

6. A multi-cylinder internal combustion engine embodying an overhead valve gear including a cam, having its operating face disposed substantially in a lane perpendicular to the axis of rotation of the engine crank shaft, a commutator mounted to operate in synchronism with said cam, means for driving said cam and said commutator from the crank shaft of the engine, a rocker arm for each valve of each cylinder, and means for operating each of said rocker arms from said cam to control the opening of the inlet and exhaust valves of a predetermined one of said cylinders in synchronism with the intake and exhaust cycles of the engine.

7. In a multi-cylinder internal combustion engine. the combination of a detachable cylinder head having inlet and exhaust ports for each cylinder formed therein, valves for closing said ports, means associated with the stems of said valves for guiding movement thereof, a bracket located intermediate of the inlet and exhaust valves of each cylinder, a pair of rocker armspivoted to said bracket, a cam, cam followers associated therewith. a lever connected to said bracket and means of connection between said cam followers and said levers adapted to oscillate said lever on its fulcrum as the active and inactive surfaces of the cam engage the cam followers, and means carried by said lever for engagement with said rocker arms to function the same to open the valves of each cylinder in synchronism with the intake and exhaust strokes of the en gine pistons.

8. An overhead valve gear for multi-cylinder internal combustion engines, con'iprising a bracket located intermediate of the inlet and exhaust valves of each cylinder, a pair of rocker arms pivoted to said bracket, and carrying means adapted to engage the respective stems of said valves, a cam mounted to rotate on an axis parallel to the cylinder head of the engine, means for driving said cam from the crankshaft of the engine, a com mutator mounted to operate in synchronism with said cam, a housing for said cam, and means for controlling the actuation of said rocker arms by the rotation of said cam, said means including a lever fulcrumed on said bracket, a reciprocating member having bearings within said housing and forming a carriage for a pair of cam followers, means carricd by said lcv for engaging each of said rocker arms, and means of connection between said lever and said carriage, whereby the oscillation of said lever as the cam followers engage the active and inactive surfaces of said cam will permit said valves to function in synchronisn'i with the piston strokes.

S). A. valve gear for multi-cyliiuler internal combustion engines comprising inlet and exhaust valves for each cylinder, yieldable means for seating said valves, a cam having its opera ting face disposed substantially in a plane perpendicular to the axis of rotation of the engine crank shaft, and positively actuated means for opening the inlet. and exhaust valves of a plurality of said cylinders, the actuation of all of said means being controlled by said cam.

10. An overhead valve actuating mechanism for multi-cylindcr internal combustion engines including a cam having its operating face disposed substantially in a plane perpendicular to the axis of rotation of the engine crank shaft, and mounted to rotate on an axis parallel to the engine head, a housing therefor. a member mounted to reciprocate within said housing, cam followers carried by said member, and means controlled by the reciprocation of said member as the cam followers are traversed by the active surface of the cam to positively control the opening of the inlet and exhaust valves of a 1)redetermined one. of said cylinders.

11. A multi -c vlinder fourcycle internal combustion engine having inlet and exhaust valves in each cylinder, mechanism f or actuating the inlet and exhaust valves of a plurality of said cylinders including a timing device having its operating face substantially in a plane perpendicular to the axis of rotation of the engine crank shaft, and common to all of said valve actuating mechanisms and adapted to control the inlet and exhaust valves in the respective cylinders in synchronism with the cycles of the engine.

12. A multi-cylinder internal combustion engine having inlet and exhaust valves in each cylinder, an o 'ierating cam for said valves. a pair of rock levers for the valves of each cylinder, and the rock lovers of each pair being operatively connected respectively to the inlet and exhaust valves of the respective cylinder, and operating connections from said cam to each pair of said rock levers, and ineluding a reciprocating lug cooperating to alternately rock the levers of a pair to alternately open the respective inlet and exhaust valves.

CHARLES W. FOERISGH.

lllt) 

